Torque multiplying device



2 Sheets-Sheet 1 J. O. GETTE, JR 'rnoun MULTIPLYING Drvrls` Filed Feb. '5. 15554 u k wm n Il T T N HH mi R Ps HH H v6 m vi. G M, mm// Hm m0. A\ q `k HW w im d I (VY l l mwxk Q@ Q w H n J/ W f/ @u h., 47m w w J. GETTE, -JR y 2,196,585 K TORQUE MULTIPLYING DEVICE Filed Feb. s, 1934 z sheets-sheet 2 IV ENTOR 1 y g l@ Ill v 5 Joa/v 0. 'fTTEf//e N BY r .mw M.

Patented Apr. 9, 1940 UNITED STATES PATENT OFFICE T 2,196,585 A 'ronQUE MULTIPLYING DEVICE I' John 0. Gette, Jr., Yonkers, N, Y. s

Application February 5, 1934, Serial No. 709,749

1-3 Claims.

The invention relates to improvements in power transmitting mechanism of the type in which liquid, usually oil, is the working substance, the liquid being driven by an impeller constituting 5 the driving member and designed to impart a vortical motion to the liquid whereby the velocity energy in the liquid is absorbed'by a turbine that constitutes the driven member. Such mechanisms are often provided with iixedly mounted l vanes or blades serving as reaction members, against which the liquid discharged from the .turbine is guided and by which it is directed back to the intake side of the impeller, whereby the torque and relative speed ratios of the driving l and driven members will automatically vary. The

eiilciency of such devices is, however, at its highest only when the diil'erence in speed between the driving member and the driven member is a predetermined amount fixed by the design of the 20 blading members, falling on rapidly as this difference increases or decreases. In the case of automobile transmissions, it is obviously desirable that such a device have maximum efciency at a one-to-one speed ratio of the driving and the driven shafts for the reason that the automobile is usually traveling under conditions in which this ratio is suitable. Under other conditions, however, a torque multiplication between the driving shaft and the driven or propeller shaft 3., of as high as four, and perhaps even higher, is necessary-such conditions existing, for example,

in starting, particularly on an upgrade. If, however, the transmission be designed for greatesteiliciency at a one-to-one ratio, its eiiciency 3;, drops very substantially when operating on the highv torque multiplication required as above stated. In the present device I provide means whereby the speed of the turbine or the runner,"

as it is sometimes called, is, in spite of thein- 4 crease in torque multiplication between the driving shaft and the driven shaft, maintained nearer the impeller speed than it would otherwise be.

This means that the blading can be designed for its maximum efciency at nearly a one-to-one .l speed ratio and that its eiliciency at higher speed ratios of impeller and turbine will not fall oif rapidly enough to prevent effective useof the device as an automobile transmission.

The physical embodimentr of the invention .nu which Iprefer for carryingout the above stated object is a planetary gearing system, in which a gear iixedly mounted'on'the driving shaft serves as 'a sun gear, a gear mounted on the turbine serves as an intermediate planetary gear, and an 55 internal' gear mounted on the driven shaft serves other. This effect is preferably accomplished by as a third or outer gear. As will be made plain in the course of the description of the mechanism, the function of the gearing is to feed back to the impeller much of the energy which would otherwise be lost at torque ratios of more than 5 one-to-one. The advantages of this feed-back or, as it may be called, "regenerative system, lies'in the fact that the impeller and turbine are always operating more nearly at their best vspeed ratio, the torque multiplication possible is greater, and diiiiculties of design for a large'range of torque ratio variation are much reduced. As will also be pointed out, the gearing abovementioned is made use of to provideA a simple and easily controlled means for reversing the direction of rotation of the driven shaft.

`In addition, the reaction members, which I have already referred to and which may be for convenience also designated as the guide members," are so mounted that they are free to ro- 9. tate in the direction of rotation of the impeller and turbine when the resultant energy direction of the liquid discharged from the turbine attains a predetermined angle, the curvature of the guide members being preferably so fixed that, as the difference in speeds of the impeller and turbine approaches zero, first one guide member will rotate in the direction of the impeller and then the mounting the guide members on overrunning clutches which restrain -them from rotation when they are lfunctioning as reaction members (i. e., when the turbine discharge tends to force them back) but permit them to rotate in the opposite direction when not so functioning, an action which, as vabove stated, preferably takes place progressively as a zero difference of speeds is ap` preached. Provision is also made for releasing the guide members regardless of comparative o speeds of impeller and turbine, whereby the device may operate as a fluid clutch, engine racing under normal driving conditions being thereby prevented. v

Reference is made to the accompanying drawings forming a part of this specification, in which Fig. l is an elevation of the mechanism partly in section and Flg.'2 is a development in a plane, of the impeller, turbine, and reaction members and showing the hydraulic circuit; 5o

Fig. 3 is a view in elevation, partly in section, showing a system of controls especially adapted for an automobile for operating the propeller shaft clutch, the reversing brake, and the brake for restricting rearward motion of the guide memu ward motion; Y

Fig. 4`\is a view on the line 4-4 of Fig. 1 and, in all essential details, serves as a cross-section view of the brake assembly lfor controlling the guide members.

the housing,'blades or vanes 4 and the' core\ring 5, the blades being so curved and pitched as to take in and discharge liquidl when the driving shaft is rotating in the directionfof `the arrow A, which, for convenience of explanation in this specification, will in all casesbe assumed to be the direction of rotation of the driving shaft. The turbine composed of the casing 6, turbine blades 1, and core ring 8 is mounted to freely rotate on ball bearings 3 on the stud shaft I0 splined to the driving shaft 3as shown at II. The turbine blades are of such curvature and pitch thatliquid discharged from the mpeller blades 4 cause the turbine to rotate in the same direjltion as the impeller. If the device is to be used as an automobile transmission, the design of the turbine and impeller blading will preferably be such as to be most efficient at a rings I3 and I4 with guide va'nes I3a and I4a respectively are mounted by means .of one-Way roller clutches I5 and I6 on a second sleeve l1 rotatably mounted on the sleeve I2, these clutches serving to permit free rotation of the guide members in the direction of the arrow A but preventing rotation of the guide members in the opposite direction. The sleeve I 1, as well as the sleeve I2 and the stud shaft I0,`extends into a second housing I8 which is stationary, being fixedly mounted on any'machine or apparatus in which the' mechanism may be installed.

Keyed to the sleeve I2 is a carrier which may consist of a ring or spider I9 carrying preferably several planet gears, of -which one is indicated by the numeral 20, the gears being mounted on the ring by suitable means such as the stub shaft 2 I the ring or spider I3 being provided with a brake drum 22 for purposes to be hereinafter explained. 'I'he gear or gears 20 mesh with a sun gear 23 xed by spiining, or otherwise, on the stud shaft I Ii, and they also mesh with an internal orbit gear 24 keyed to the driven shaft 25. The gear 24 is rotatably mounted in the housing I6 on ball bearings 26 as shown. and the stub shaft preferably is shaft. Suitable nuts 3I and 32 retain the roller race '30 and the internal gear 24 respectively in position.. 4

As has been alreadypointedl out, the driven 1 shaft 25 under ordinary conditions'rotates in the bers and for releasing them to permit such rearever, it YVis frequently desired, for example in the case of automobile transmissions, to reverse the direction of rotation of the driven shaft without changing the direction of rotation of the driving shaft. To accomplish this purpose I provide the r brake band 36 and suitable mechanismfor causing it, when desired, to engage the brake drum 22. The power for this purpose may be applied to the brake band'36 by a train of conventional brake operating mechanism, consisting of a link 36a pivoted to one end of the brake band at 36h and also to a link 36o. The link 36e is pivoted to a crank arm 36d, the crank arm being oscillatable by the lever 36e. A pull rod 361 is pivotally connected to the opposite end of the brake band 36 and passes through the bracket 360, being pivotally connected to the link 34a at 36h'. 'I'he spring 36i normally 4maintains the brake band clear of the brake drum 22, while the nuts 367 festablish a maximum clearance for the brake band. When it is desired that the driven shaft 25 rotate in the same direction as the driving shaft 3, the brake band 36 is free from the brake drum 22. On the other hand, when this brake band 36 is contracted on the brake drum 22, the planetary gear 20 has no orbital motion and, since the` gear 23 is rotating, it causes the internal gear 2 4 and consequently the driven shaft 25 to rotate in a direction opposite to the direction of rotation of the driving shaft 3. t

On the sleeve I1 is mounted a brake drum 33 on which operates a brake band 34 controlled from the exterior of the housing I6 by means of theh brake lever 35 and a train of conventional brake expanding and contracting mechanism similar to that used for operating the reverse brake as hereinbefore described. It will be observed that with this brake, which I will term the reaction brake, set, the guide members can rotate in one direction only, but that, with the brake band released, they may freely rotate in both directions.

When the device is used as an automobile transmission and probably when used in many other mechanisms, the operator frequently desires to disconnect the driving wheels or other load from the transmission, and for this purpose there may be interposed in the` propeller shaft a clutch which may be of any desired type suitable for the purpose, but which I have shown in Fig. 3 as of the conventional conetype.- 'I'he driving section of the propeller shaft is provided with an outercone 4I. and the driving section of the propeller shaft is A provided with an inner cone* 42 normally pressed into engagement with the cone 4I by the spring 43 abutting against the 'fixed stop 44 and against the groove collar 45, which may. constitute a part of the inner cone 42. The inner cone 42 with the collar 45, of course, is slidable but non-rotatably mounted on the driven section of the propeller shaft. By means of the lever 46 pivoted at some xed part of the vehicle at 41, the clutch may be engaged and disengaged at will. A suitable system for operating the clutch and the reversing brake by a single 'pedal will now be described. Y

To the lever 46 is pivoted at 43 a link 43 which, in turn, is pivoted at 50 to a bell crank lever 5I fulcrumed at 52 to a nxed part of the vehicle. 'Ihe opposite end of the bell crank lever 6I is connected by means' of a link 53 with the lever 36e by which the reverse brake band is engaged and released. I'he link 54 pivoted at 55 on the lever 36e is also pivoted at 55a to the pedal lever 56 pivoted at 51 to a fixed portionof the vehicle.

When the pedal is at the position F, the clutchis in engagement, and the reverse brake is released. In other words, the entire system is in condition for normal forward propulsin of the vehicle. When the pedal is partially depressedsay` to the position N-the pivot point 5I) moves into line with the pivot points 52 and 48 whereby the clutch is disengaged, the reverse brake being still released. If the pedal be further depressed-say to the position R-the pivot point 56 moves to the point C, consequently permitting engagement of the propeller shaft clutch. and at the same time engaging the brake band 36.

I also show means adapted for use in connection with the device when mounted in an automobile for operating the brake band 34 in order' to vrelease the guide' members when it is desired that the device operate after the manner of a simple fluid clutch. 'I'he brake and the brake operating mechanism used inconnection with the brake drum 33 is similar to that used in connection with the reversing brake except for the immaterial diierence thatthe arm 35, which controls it, extends upwardly and the brake is normally maintained in engagement with the brake 1 drum 33 by the tension spring' 58. The arm 35 is pivotally connected at 59 with the shaft 60 of thel piston 6I, which works in the cylinder 62. 'I'he tube 63 leads from the cylinder 62- to the small cyinder 64, andthe tube 65 leads fromthe cylinder 64 to the intake manifold of the vehicle or to some point such as 66, which communicatesreleasethe brake band 34. In the position shown in Fig. 3-that is, the position at which the reac- .tion brake is engaged (its normal position), the

pipe 65 is closed, the pipe 63 opens freely into the cylinder, which has an intake 65a, and atmospheric' pressure will be consequently created on both sides of the piston 6|, permitting the spring 58 tn act to engage the reaction brake.

In the drawings of the mechanism I have omit ted, except in a few instances, features of conventional design, such as gaskets, special types of bearings, lubricating systems, oil leakage return systems and the like, and features of con-L struction that are advantageous merely from the manufacturing and assembly standpoint, thus confining the showing of the drawings to the essentials necessary to illustrate the device and its mode of operation. The sameV is true as to the specification, nearly all matters of conventional design and material being left to the disstages to the opposite extreme at which this difference is zero or nearly so.

- It will be obvious that the maximum possible difference in speeds between the impeller and turbine is dependent upon theplanetary gear ratio-for example, if the sun gear 20 be onethird the diameter of the internal gear 24, the angular speed of the impeller cannot, under any circumstances, be greater than four times the angular speed of the turbine (except if the propeller shaft be rotated against the engine). This would be the condition if rotation of the driven shaft 26 were entirely prevented, as, for example, if the driven' shaft were stalled. The angular velocity of the planet gear carrier I9 will, when the driven shaft is turning slower than the driving shaft, always be less than the angular velocity of the sun gear 23, due to the gear ratios between the sun, planet, and orbit gears. Since the impeller unit 2 is fixedly connected with the driving shaft 3 carrying the sun gear 23 and the turbine unit 6 is iixedly connected to the planet gear carrier I9, the angular velocity of the impeller 2 will always be the same as that of the sun gear 23. Furthermore, when" the orbit gear is stationary as under stalling conditions, the angular velocity ofthe turbine unit 6 will be the same as that of the planet gear carrier I9 and less .than the angular'velocity of. the sun gear 23. The uid flowing from the impeller 2 through the turbine 6 will have a tendency to cause the turbine 6 ,to increase its angular velocity and to rotatethe planet gear carrier at a greater angular velocity than that determined by the planetary geai/s.VV This resultsv in additional force being applied to the sun gear in the same direction of rotation as that imparted directly by the driving shaft 3.` With the efficiency of power transmission iixedlby design of the blading of the impeller, turbine and guide member at its maximum at a one-to-one speed ratio of driving and driven shafts, this efliciency becomes considerably reduced under the assumed conditions at which the difference in speed between the impeller and turbine is a maximum. Of coure, if the eiciency of power transmission at the assumed speed ratios were one hundred per cent, then the torque on the turbine would be four times the torque on the impeller. However, such is never, in fact, the case, and, therefore, the torque on the turbine shaft ybecomes reduced to a figure based upon the efficiency of power transmission. Assuming, for instance, an impeller torque of 100 lb. ft. and anA efciency of power transmission 'from impeller to turbine (with the propeller shaft stalled) of 70%, then the turbine torque would be 280 lb. ft. Of that 280 lb. ft., the planetary gear system causes onefourth toI be fed back to the flywheel to urge the latter in the direction of rotation in which it is turning, and three-fourths to be impressed on the dri-ven (propeller) shaft. The net input, therefore, would be 30 lb. ft.-that is, the difference between 100 lb. ft. and one-fourth of the turbine torque. Consequently, the output torque, i. e., the torque on the driven (propeller) shaft, would be the difference between the torque on the turbine shaft and 70 lb. ft., the latter figure being the difference between the impeller torque and the n'et input torque. It follows that, although the torque multiplication between impeller and turbine shaft is, under the assumed conditions, only 2.8 to l, the torque multiplication between the driving shaft and the driven (propeller) shaft is 7 to l. l

Next, let it be assumed that the driven shaft 25 begins to rotate under its load, its torque resistance decreasing.v As this torque resistance becomes less; thev difference between impeller and turbine speeds also becomes less, with a consequent change in the velocity direction of the liquid discharged from the turbine blades. While,

with the propeller shaft stalled-which was the condition first assumed-the directional velocity of the liquid was mainly tangential of the casing in a direction opposite to the direction of rotation of the turbine and under which conditions its energy was s o directed as to react against both guide members, it will now be seen that, as the difference between impeller and turbine speeds becomes less, the direction of the discharge from the turbine becomes more and more axial (with respect to the impeller and turbine). As the change from a tangential to an axial direction continues and passes the axial direction, the first effect is that the liquid impinges on the blades of the guide member I3 at such an kangle as to cause it to move in the direction of .rotation of the turbine, which it may do by virtue of its overrunning clutch mounting. It thus ceases to function as a reaction member, leaving the guide member I4 as the only functioning guide member. As the torque resistance of the propeller shaft 25 continues to decrease further, the difference between impeller and turbine speeds'continues to decrease until the discharge from the turbine blades strikes the .blades of the guideV dinarily required in excess of a ratio of 3 or 4 to l, I find that one guide member-for instance, the guide member ciently through lthe required range. On the other hand, if a torque multiplication through a much wider range is desired, it would be advisable to provide several such guide members de-4 signed to yield successively as impeller and turbine speeds approach uniformity.

As the speed difference between impeller and turbine decreases, another effect is taking place arising out of the planetary motion connection between the turbine, propeller shaft, and driving shaft-namely, a change in the distribution of turbine power output between the driving shaft and the propeller shaft. While, in the stalled condition of the propeller shaftI assumed above, all of the turbine power output was impressed on the driving shaft, this condition changes as the turbine and impeller shafts approach uniformity of speed until, at nearly uniform speeds of these two members (at which there is little or no torque multiplication), three-fourths of the turbine power output is impressed on theI driv-v ing shaft and only one-fourth is impressed on the propeller shaft. In other words, at this stage, the planetary gears 20 have nearly ceased rotating on their axes. Of course, it is to be understood that absolute cessation of rotation of the gears 20 on their axes would seldom happen in practice and even in the exceptional cases only casually; such, for example, as in the case of an automobile when the propeller shaft is driven by the traction wheels at the same speed as the driving shaft.

Another way of explaining the effect of the I4works reasonably efliplanetary gear system is by assuming certain driving shaft (or impeller) speeds and certain propeller shaft speeds `from which the speed of the turbine is readily calculable from the planetary gearing ratio. Assume. thenythat the device is installed in an automobile of the conventional` type, that the driving shaftfis rotating for example at a speed of 2000 revolutions p er minute, and that the driven shaft is rotating at a lesser speed due to torque resistance impressed upon iHay. for example, 500 revolutions per minute. If the turbine were directly connected to the propeller shaft, the turbine itself would, of course, be rotating under such conditions at vthe same speed as the propeller shaft-namely,

500 revolutions per minute. However, when the turbine'is geared to the propeller shaft and the driving shaft by the planetary gearing system which I have described, the speed of the turbine-assuming, as before, a planetary gear ra-I tio of one-to-four, an engine speed of 2000 revolutions per minute, and a propeller speed of 500 revolutions per minute-would be 500 revolutions per minute, plus one-fourth of the difference between the engine speed and the propeller shaft speed-namely, a total of 875 revolutions per minute-thus making a speed difference between the impeller and turbine of only 1125 revolutions per minute as against 1500 revolutions per minute, which would be the difference without the planetary gear system. If, to carry the explanation further along these lines, the propeller shaft rises to 1000 revolutions per minute, the driven shaft speed remaining at 2000 revolutions per minute, the speed of the turbine would be, in'

lstead of 1000 revolutions per minute as would gear ratio.

When the device is used as an automobil transmission-and probably in the case of many other uses--it is often desirable to permit it to operate as a fluid clutch. -Such conditions would.

exist in case the automobile were traveling on a level or fairly level road, except when occasion arose for rapid acceleration requiring torque multiplication. To meet thisA condition, I have provided the brake mechanism composed of the drum 33 and the brake band 34 withvits operative connections for releasing the guide members I3 and I4, thus eliminating from the llatter their reaction function and permitting the'device to work after the well-known manner of a fluid clutch. One of the advantages thus obtained, especially in the case of an automobile, is the prevention of engine racing under driving conditions in which torque multiplication is not frequently required. In fact, under some conditions, it may be desirable to control rotation of the guide members on the sleeve I1 in both directions of rotation. 'I'his may be accomplished by eliminating the one-way or the overrunning clutches I5 and I6, making the guide 34 may then be maintained in engagement with the brake drum when the device is operating as a torquemultiplying device and may be released when it is operating at the most eiiicient I relative speeds of impeller and turbine, which,

in the case of an automobile installation, would ordinarily be one-to-one speed ratio of driving and driven shafts or approximately so.

Also, in the application of the invention to an l automobile transmission, it is desirable that provision be made for reversing the direction 'of rotation of the propeller shaft for backing the vehicle. This is accomplished in the present device by applying the brake band 36 to the brake drum 22 whereby the orbital motion of the gears is prevented, with the result that they act merely as intermediate gears between the gearsv 23 on the driven shaft and the internal gear 24 on the propeller shaft. .In other words, when N the brake band 36 is applied, the connection between the driving shaft 3 and the propeller shaft 25 is entirely a mechanical one, the planetary gear system then causing reverse rotation of the propeller shaft.

25 Another instance, more particularly characteristic of an automobile, in which a direct mechanical connection between propeller shaft and driving shaft is of advantage, is whenit is desired to start the engine by pushing the vehicle, such necessity arising, for instance,` when the usual.

roller race 30, the clutch preventing the internal gear from rotating on the roller race 30 in the direction of rotation of the driving shaft and at a faster rate but permitting it to freely rotate in the opposite direction. Another contingency against which it is desirable to make provision is resistance to starting of the engine in cold climates where the oil or other working substance becomes viscous at low temperatures. By providing the mechanism hereinbefore described for entirely freeing the internal gear train, the entire mechanism, comprising the impeller, the turbine, and the guide members, may rotate as a unit without imposing any load on the engine due to action of the working substance.

I claim:

1. A torque multiplying device comprising an impeller, a turbine positicncd'to be actuated by the impeller, guide members positioned and adapted to react against the energy of the liquid delivered by the impeller, a driven shaft, means for inversely varying the fractional part of turbine power out-put applied to the driven shaft as the angular speed difference between the impeller andthe turbine varies, said means comprising a planetary gear connection between the impeller, turbine, and driven shaft, said planetary gear connection comprising a sun gear. mounted on the impeller shaft, a ring gear -carriedby the driven shaft, and an intermediate gear carried by the turbine.

2. A torque multiplying device comprising an impeller, a turbine of the reaction type positioned to be actuated by the impeller, guide members positioned and adapted to react against the energy of the liquid delivered by the impeller, a

driven shaft, means interposed between the impeller and the driven shaft adapted for decreasing the fractional part of turbine power output transmitted to the driven shaft as the angular speed difference between the impeller and turbine increases, said means comprising a gear connection between the impeller and the driven shaft, including a gear adapted to be driven by the tur- 5 bine, said gear also transmitting power to the driven shaft and reacting on the impeller to urge it in its direction of rotation.

3. A torque multiplying device comprising an impeller, a turbine positioned to be accelerated 10 by the impeller, guide members positioned and adapted to react against the energy of the liquid delivered by the impeller, a driven shaft, and a planetary gear system, one member of which is connected to the turbine, another member of 15 which is connected to the impeller,` and another member of which is connected to the driven shaft, the respective gears being connected to the respective parts so that the power output of the turbine is `distributed between the impeller and 20 the driven shaft in a ratio which varies inversely with the difference in speeds between the impeller and the turbine.

. 4. A torque multiplying -device comprising a driving shaft, an impeller mounted on the driving 25 f shaft, a turbine positioned to be actuated by the impeller and rotatably mounted on the driving shaft by means of a sleeve, means for distributing the power output of the turbine between the impeller andthe driven shaft in a ratio which 30 varies inversely with the difference in speeds between the 'impeller and the turbine, said means comprising a train of planetary gears the central one of which is non-rotatably mounted on the driving shaft, the intermediate of which is 35 mounted on the sleeve, and the outer of which is mounted on the driven shaft.

5. A torque multiplying device comprising a driving shaft, an impeller mounted on the driving shaft, a turbine positioned to be driven by the n impeller andvrotatably mounted on the driving shaft by means of a sleeve, a train of planetary gears the central one of which is non-rotatably mounted on the driving shaft, the intermediate of which is mounted on the sleeve, and the outer 45 of which is mounted on the driven shaft, a second sleeve rotatably mounted on the first named sleeve, a guide member mounted on the said second sleeve in position to react against the energy in the liquid delivered by the impeller, and means I for preventing rotation of the second sleeve at will.

system carried by the driving shaft, and means for preventing at will rotation of the turbine.

7. In a torque multiplying device, a driving shaft, an impeller carried by the driving shaft. a turbine rotatably mounted on the driving shaft, a reaction member also rotatably mounted on70 the driving shaft, an intermediate gear of a planetary gear system carried by the turbine, an outer gear of said system carried by the driven shaft, a central gear of said system carried by the driving shaft, means-for preventing at will rota- 16.-.

at will rotation of the reaction member.

8. A torque multiplying device comprising a driving shaft, an impeller, a turbine rotatably mounted by means of a sleeve on the driving shaft, a planetary gear system connecting the turbine with the 'driven shaft, a brake drum carried by the said sleeve, a brake band, means for applying the brake band to the `drum at will to prevent orbital motion of the intermediate gear carried by the `turbine whereby the driven shaft may be caused to rotate in a direction opposite to the direction of rotation of the driving shaft,

a second sleeve rotatably mounted on the firstmentioned sleeve, a reaction member mounted on the second named sleeve by means of an overrunning clutch mechanism, a brake drum carried by the second mentioned sleeve, a brake band, and means for applying the brake band to the said brake drum at will to permit the reaction member to rotate freely in both directions.

' 9. A torque multiplying device comprising an impeller, a turbine, reaction members cooperat4 ing with the imp eller and turbine, a driving shaft and a driven shaft, means for effecting distribution of the power output of the'turbine 'as between the impeller and the driven shaft in a ratio which varies inversely with the difference in speeds betweenthe impeller and the turbine,.

said means comprising a planetary gear connectionbetween the driving shaft and the driven shaft, the outer gear of which is mounted on the driven shaft and the inner gear on the driving shaft, and the intermediate gear on'the turbine, and means for preventing orbital motion of the intermediate gear Vwhereby the driven shaft may be caused to rotate in a direction opposite to the direction -of rotation of the driving shaft.

10. A torque multiplying device comprising an impeller, a turbine positioned to be actuated by the impeller, guide members positioned and adapted to react against the energy of the liquid delivered by the impeller, a driven shaft, means carried by the. driven shaft whereby rotary motion may be imparted to it, means carried by the driving shaft adapted for transmitting a torsional force, and means carried by the turbine and operatively interposed between'the two rstl tween theiimpeller and turbine increases.

` turbine and impeller increases.

tion of the turbine, and means for permitting mentioned means cooperating with the same whereby the fractional part of the total power output of the turbine that is transmitted to the driven shaft decreases as the "speed dierence between the turbine and impeller increases.

1l. A torque multiplying device comprising an impeller, a turbine of the impulse type positioned to be actuated by the impeller, guide members positioned and adapted to react against the energy of the liquid delivered by the impeller, a driven shaft, and means including a diiere'ntial gear train adapted for `decreasing the fractional part of turbine power output applied to theV driven` shaft as the angular speed difference be- 12. A transmission comprising Ya driving shaft, an impeller actuated by vsaid shaft, a turbine actuated by said impeller, guide members adapted to react against the energy delivered by said impeller and .to transmit it to the turbine, a driven shaft, a planetary gear set comprising a sun'gear, a planet gear, andan orbit gear, a carrier for said planet gear, the said sun gear being mounted on the driving shaft, the said orbit gear being mounted on the driven shaft, and the said carrier being connected to said turbine, whereby the Vfractional part of-the total power output of the turbine that is transmitted to the driven shaft decreases as 'the speed difference between the 13. A transmission cIomprising a driving shaft, an impelleractuated by said shaft, a turbine actuated bysaid impeller, guide members adapted to react against the energy delivered by said 3.5

impeller and to `trans/mit it 'to'the said turbine, a driven shaft, a gear fixedly mounted on said driving shaft, a second gear fixedly mounted on said driven shaft, gear mechanism connecting said rst and secondV gears and adapted to apply torque in the same direction to both said first and second gears, said gear connecting mecha' nism being carried by and adapted to be rotated orbitally by the rotation of said turbine, whereby the fractional part of the total power output of the turbine that is transmitted to the driven shaft decreases as the-speed difference between the turbine and impeller increases.

JOHN O. GEITE, Jn. 

